U.S. patent number 10,161,319 [Application Number 15/400,115] was granted by the patent office on 2018-12-25 for method and system to provide engine torque.
This patent grant is currently assigned to Ford Global Technologies, LLC. The grantee listed for this patent is FORD GLOBAL TECHNOLOGIES, LLC. Invention is credited to Peter George Brittle, Steve Johnson, Ashish Kumar Naidu, James Wright.
United States Patent |
10,161,319 |
Naidu , et al. |
December 25, 2018 |
Method and system to provide engine torque
Abstract
An exemplary method of providing torque-assist to a crankshaft
of an internal combustion engine includes, among other things,
assisting a rotation of the crankshaft using an electric machine
during the transition between stages of a multi-stage forced
induction system.
Inventors: |
Naidu; Ashish Kumar (Basildon,
GB), Johnson; Steve (Brentwood, GB),
Brittle; Peter George (Romford, GB), Wright;
James (London, GB) |
Applicant: |
Name |
City |
State |
Country |
Type |
FORD GLOBAL TECHNOLOGIES, LLC |
Dearborn |
MI |
US |
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Assignee: |
Ford Global Technologies, LLC
(Dearborn, MI)
|
Family
ID: |
55445661 |
Appl.
No.: |
15/400,115 |
Filed: |
January 6, 2017 |
Prior Publication Data
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Document
Identifier |
Publication Date |
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US 20170198647 A1 |
Jul 13, 2017 |
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Foreign Application Priority Data
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Jan 7, 2016 [GB] |
|
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1600256.0 |
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
F02D
23/00 (20130101); F02B 37/013 (20130101); F02D
35/02 (20130101); B60W 20/00 (20130101); B60K
6/485 (20130101); F02B 37/007 (20130101); B60K
6/26 (20130101); B60K 6/24 (20130101); Y02T
10/12 (20130101); Y02T 10/6226 (20130101); B60Y
2200/92 (20130101); Y02T 10/62 (20130101); Y02T
10/144 (20130101); Y10S 903/905 (20130101); Y10S
903/906 (20130101) |
Current International
Class: |
F02D
23/00 (20060101); F02D 35/02 (20060101); F02B
37/007 (20060101); B60K 6/24 (20071001); B60K
6/26 (20071001); B60K 6/485 (20071001); B60W
20/00 (20160101); F02B 37/013 (20060101) |
Field of
Search: |
;60/605.1,605.2,605.3 |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
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2206904 |
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Jul 2010 |
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EP |
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2005198412 |
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Jul 2005 |
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JP |
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2007205265 |
|
Aug 2007 |
|
JP |
|
2008255902 |
|
Oct 2008 |
|
JP |
|
2010048225 |
|
Mar 2010 |
|
JP |
|
9854449 |
|
Dec 1998 |
|
WO |
|
2012057191 |
|
May 2012 |
|
WO |
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2013004595 |
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Jan 2013 |
|
WO |
|
Other References
An, Shibata, Suzuki, and Ebisu, Development of Two-Stage Electric
Turbocharging system for Automobiles, Mitsubishi Heavy Industries
Technical Review, vol. 52, No. 1, Mar. 2015. cited by applicant
.
Search and Examination report for Application No. GB1600256.0 dated
Jul. 12, 2016. cited by applicant.
|
Primary Examiner: Nguyen; Hoang
Attorney, Agent or Firm: Carlson, Gaskey & Olds,
P.C.
Claims
The invention claimed is:
1. A method of providing torque-assist to a crankshaft of an
internal combustion engine, the method comprising: assisting a
rotation of the crankshaft using an electric machine during the
transition between stages of a multi-stage forced induction
system.
2. The method of claim 1, further comprising activating the
electric machine when a first stage of the forced induction system
reaches a peak performance level.
3. The method of claim 2, further comprising deactivating the
electric machine when a second stage of the forced induction system
reaches a peak performance level.
4. The method of claim 1, further comprising activating the
electric machine when a second stage of the forced induction system
is activated.
5. The method of claim 4, further comprising deactivating the
electric machine when a first stage of the forced induction system
is deactivated.
6. The method of claim 1, further comprising deactivating the
electric machine when a second stage of the forced induction system
reaches a peak performance level.
7. The method of claim 1, further comprising deactivating the
electric machine when a first stage of the forced induction system
is deactivated.
8. The method of claim 1, further comprising assisting the rotation
of the crankshaft during only a middle portion of the speed range
of the engine.
9. The method of claim 1, further comprising assisting the rotation
of the crankshaft only when more than one stage of the forced
induction system is activated.
10. A torque-assist system for an internal combustion engine, the
torque-assist system comprising: a multi-stage forced induction
system; an electric machine coupled to a crankshaft of the engine;
and a controller configured to activate the electric machine during
transition between the stages of a multi-stage forced induction
system to assist the rotation of the crankshaft.
11. The torque-assist system of claim 10, wherein the multi-stage
forced induction system comprises at least one turbocharger.
12. The torque-assist system of claim 10, wherein the electric
machine is coupled to the crankshaft of the engine by virtue of one
or more intermediary members.
13. The torque-assist system of claim 12, wherein the multi-stage
forced induction system comprises at least one turbocharger.
14. The torque-assist system of claim 13, wherein the electric
machine is coupled to the crankshaft at a front end of the
engine.
15. The torque-assist system of claim 10, wherein the electric
machine is coupled to the crankshaft at a front end of the
engine.
16. An engine comprising the torque-assist system of claim 8.
17. The torque-assist system of claim 10, wherein the controller is
further configured to deactivate the electric machine when a second
stage of the multi stage forced induction system reaches a peak
performance level.
18. The torque-assist system of claim 10, wherein the controller is
further configured to activate the electric machine when a second
stage of the multi stage forced induction system is activated.
19. The torque-assist system of claim 10, wherein the controller is
further configured to deactivate the electric machine when a first
stage of the multi stage forced induction system is
deactivated.
20. The method of claim 1, further comprising using a controller to
control the electric machine when the electric machine is assisting
of the rotation of the crankshaft.
Description
This application claims priority to GB Patent Application No.
1600256.0, which was filed on Jan. 7, 2016, the entire contents of
which are expressly incorporated herein by reference.
TECHNICAL FIELD
This disclosure relates to a method of providing torque-assist to a
crankshaft of an internal combustion engine, and in particular, but
not exclusively, relates to providing torque-assist to a
turbocharged internal combustion engine.
BACKGROUND
Engines can be fitted with a turbocharger system to increase the
performance of the engine. For multi-stage series turbocharger
systems, a trade-off exists between the maximum power that can be
achieved from the engine at high engine speed and the maximum
torque that can be achieved in the mid speed range. Such a problem
is commonly known as "mid-speed torque dip".
Where a low pressure (LP) stage of the turbocharger system is
configured to deliver a high flow capacity, a high power output can
be achieved at the expense of the torque dip in the mid-speed
range. Conversely, where the LP stage of the turbocharger system is
configured to deliver a low flow capacity, the torque dip can be
eliminated but at the expense of maximum power output.
SUMMARY
According to an aspect of the present disclosure there is provided
a method of providing torque-assist to a crankshaft of an engine,
for example an internal combustion engine. The method comprises
assisting the rotation of the crankshaft using an electric machine
during the transition between the stages of a multi-stage forced
induction system, for example a series multi-stage turbocharger
system. The torque-assist may be provided by inputting torque
directly to the crankshaft of the engine. By assisting the rotation
of the crankshaft during the transition between the stages of the
multi-stage forced induction system, the torque response of the
engine is improved and the back pressure, for example in an exhaust
system of the engine, may be reduced. The crankshaft may be driven
by the electric machine to reduce, for example smooth, the torque
dip during the transition between the stages of a multi-stage
forced induction system. The method may comprise providing
torque-assist to another rotary shaft of an engine, for example a
camshaft, a balancer shaft, and/or any other appropriate rotary
shaft of the engine to reduce, for example smooth, the torque dip
during the transition between the stages of a multi-stage forced
induction system.
The method may comprise activating the electric machine when a
first stage of the forced induction system reaches a peak
performance level. The peak performance level may correspond to a
peak boost level, i.e. a peak power output, that can be produced by
the first stage of the forced induction system. The peak
performance level may correspond to a peak efficiency level of the
first stage of the forced induction system.
The method may comprise activating the electric machine when a
second stage of the forced induction system is activated. For
example, the forced induction system may comprise one or more
bypass valves, which are configured to divert gas flow within the
forced induction system. As such, the method may comprise
activating the electric machine when a bypass valve operates to
divert gas flow to the second stage of the forced induction
system.
The method may comprise deactivating the electric machine when the
second stage of the forced induction system reaches a peak
performance level. The peak performance level may correspond to a
peak boost level, i.e. a peak power output, that can be produced by
the second stage of the forced induction system. The peak
performance level may correspond to a peak efficiency level of the
second stage of the forced induction system.
The method may comprise deactivating the electric machine when the
first stage of the forced induction system is deactivated. For
example, where the forced induction system comprises one or more
bypass valves, the method may comprise deactivating the electric
machine when a bypass valve operates to divert gas flow away from
the first stage of the forced induction system. The bypass valve
may be configured to activate and/or deactivate the first stage of
the forced induction system. The bypass valve may be configured to
activate and/or deactivate the second stage of the forced induction
system.
The method may comprise assisting the rotation of the crankshaft
only when more than one stage of the forced induction system is
activated. For example, the electric machine may be deactivated
when only the first stage of the forced induction system is
activated. The electric machine may be deactivated when only the
second stage of the forced induction system is activated.
The method may comprise assisting the rotation of the crankshaft
during a mid speed range of the engine. For example, the electric
machine may be deactivated in a speed range between zero and a
first engine speed. The electric machine may be activated in a
speed range between the first engine speed and a second engine
speed. The electric machine may be deactivated in a speed range
between the second engine speed and a third engine speed. The
electric machine may be deactivated below the first engine speed
and above the second engine speed. The mid speed range may be the
middle third of the speed range of the engine. The speed range may
be defined by a speed range between 0 RPM and a maximum RPM of the
engine.
According to another aspect of the present disclosure there is
provided a torque-assist system for an engine, for example an
internal combustion engine. The torque-assist system comprises: a
multi-stage forced induction system; an electric machine coupled to
a crankshaft of the engine; and a controller configured to activate
the electric machine during transition between the stages of a
multi-stage forced induction system to assist the rotation of the
crankshaft. The crankshaft may driven by the electric machine to
reduce, for example smooth, the torque dip during the transition
between the stages of a multi-stage forced induction system.
The multi-stage forced induction system may comprise at least one
turbocharger. For example, the multi-stage forced induction system
may be a series multi-stage turbocharger system, such as a
twin-stage turbocharger system. The electric machine may be coupled
to the crankshaft of the engine. The electric machine may be
rigidly coupled to the crankshaft of the engine. The electric
machine may be coupled to the crankshaft of the engine by virtue of
one or more intermediary members, such an accessory drive member.
The electric machine may be coupled to the crankshaft at a front
end of the engine, for example an end of the engine to which a
synchronous drive and/or one or more accessory drives are
coupled.
An engine may be provided comprising at least one of the above
mentioned torque-assist systems.
The embodiments, examples and alternatives of the preceding
paragraphs, the claims, or the following description and drawings,
including any of their various aspects or respective individual
features, may be taken independently or in any combination.
Features described in connection with one embodiment are applicable
to all embodiments, unless such features are incompatible.
The various features and advantages of this disclosure will become
apparent to those skilled in the art from the following detailed
description. The drawings that accompany the detailed description
can be briefly described as follows.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 shows a torque-assist system for a vehicle according to an
exemplary embodiment.
FIG. 2 shows a graphical representation of torque output against
engine speed for an engine from the FIG. 1 vehicle having a
twin-stage series turbocharger system.
DETAILED DESCRIPTION
FIG. 1 shows a torque-assist system 101 for an engine 103, for
example an internal combustion engine of a vehicle, according to an
exemplary embodiment. The torque-assist system 101 comprises a
multistage forced induction system 105. In the exemplary
arrangement shown in FIG. 1, the multistage forced induction system
105 is a twin-stage series forced induction system, which comprises
a first stage 105A, for example a high-pressure stage, and a second
stage 105B, for example a low-pressure stage. The multistage forced
induction system 105 may, however, comprise any appropriate number
and/or type of forced induction stages.
FIG. 2 shows graphical representation of the torque output against
engine speed for the engine 103 having the twin-stage series
turbocharger system and depicts an example operational mode 100 of
providing torque-assist to a rotary shaft 107, for example a
crankshaft, of the engine 103. In the operational mode 100 shown in
FIG. 2, the output torque of the engine 103 is boosted during low
to mid engine speeds by the first stage 105A of the turbocharger
system, as shown by line 110. During mid to high engine speeds, the
output torque of the engine 103 is boosted by the second stage 105B
of the turbocharger system, as shown by line 120. The second stage
105B of the turbocharger system is configured to deliver a high
flow capacity such that a high torque output can be achieved at
higher engine speeds. The downside of providing a second stage 105B
having a high flow capacity is that a "torque dip" 130 may be
experienced in the mid-speed range during transition between a
first stage 105A and the second stage 105B of the turbocharger
system.
In order to overcome the torque dip 130, the present disclosure
provides a method of assisting the rotation of the rotary shaft 107
of the engine 103 during transition between the stages 105A, 15B of
the multistage forced induction system.
As shown in FIG. 1, the torque-assist system 101 comprises an
electric machine 109, which is coupled to the rotary shaft 107 of
the engine 103. The electric machine 109 may be any appropriate
type of electric machine 109 that is configured to assist the
rotation of the crankshaft. For example the electric machine 109
may be an electric motor or an electric motor-generator. The
electric machine 109 may be directly coupled, for example rigidly
coupled, to the crankshaft. In another arrangement, the electric
machine 109 may be coupled to the crankshaft by virtue of one or
more intermediate members, for example an accessory drive member,
such as a gear, a pulley, a drive belt or a drive chain. A clutch
(not shown) may be provided in between the electric machine 109 and
a crankshaft of the engine 103, such that the electric machine 109
may be selectively engaged and disengaged from the crankshaft
depending on the desired operation of the engine 103.
In the arrangement shown in FIG. 1, the electric machine 109 is
coupled to a front end 111 of the crankshaft of the engine 103. In
the context of the present disclosure, the term "front end" is
understood to mean the end of the engine 103 opposite the "rear
end" 113, to which a transmission 115 is coupled. As such, the
electric machine 109 may be coupled to the end of the crankshaft
that extends through the front of the engine casing and which may
be configured to drive a synchronous drive of the engine 103.
However, in one or more alternative arrangements, the electric
machine 109 may be coupled to any appropriate portion of the
crankshaft. For example, the electric machine 109 may be coupled to
a portion of the crankshaft that extends from the rear end of the
engine casing and which may be configured to drive the transmission
115.
The exemplary torque-assist system 101 comprises a controller 117
that is configured to activate and/or deactivate the electric
machine 109. The controller 117 may be operatively connected to the
turbocharger system 105 such that it is able to determine one or
more operational parameters of the first and second stages 105A,
105B of the turbocharger system 105. For example, the controller
117 may be configured to determine at least one of the operational
speed of an impeller of the turbocharger system 105, the flow rate
of gas through the turbocharger system 105, and a boost pressure of
the turbocharger system 105. The controller 117 may be operatively
connected to the engine 103 such that the controller 117 is able to
determine one or more operational parameters of the engine 103. For
example, the controller 117 may be configured to determine the
output torque from the crankshaft of the engine 103. In this
manner, the controller 117 may be configured to control the
operation of the torque-assist system 101 depending on one or more
operational parameters of the turbocharger system 105 and/or the
engine 103.
In the example mode of operation 100 shown in FIG. 2, the
controller 117 is configured to activate the electric machine 109
when the first stage 105A of the turbocharger system 105 reaches a
peak output level, which occurs at an engine speed N1. The
controller 117 is configured to deactivate the electric machine 109
when of the second stage 105B of a turbocharger system 105 reaches
a peak output level, which occurs at an engine speed N2. Line 140
of FIG. 2 illustrates the period for which the electric machine 109
is activated. In this manner, as the performance of the first stage
105A starts to fall off, the electric machine 109 provides
torque-assist to the crankshaft in order to compensate for the
torque dip experienced during transition to the second stage 105B.
The electric machine 109, therefore, provides torque-assist to the
crankshaft in an engine speed range correlating to a range defined
by the respective peaks in the performance of the first and second
stages 105A, 105B of the turbocharger system 105.
In an alternative mode of operation, the activation of the electric
machine 109 may be linked to the performance curve 120 of the
second stage 105B in addition to or instead of the performance
curve 110 of the first stage 105A. For example, the point at which
the electric machine 109 is activated may be determined by a
function derived from the performance curve 110 of the first stage
105A and the performance curve 120 of the second stage 105B.
In a similar manner, the deactivation of the electric machine 109
may be linked to the performance curve 110 of the first stage 105A
in addition to or instead of the performance curve 120 of the
second stage 105B. For example, the point at which the electric
machine 109 is deactivated may be determined by a function derived
from the performance curve 110 of the first stage 105A and the
performance curve 120 of the second stage 105B.
In some configurations, the turbocharger system 105 may be
configured to selectively activate and/or deactivate one or more of
the stages of the turbocharger system 105. For example, the
turbocharger system 105 may comprise one or more bypass valves
configured to divert gas flow in order to modify the operational
output of the turbocharger system 105. The controller 117 may be
configured, therefore, to activate and/or deactivate the electric
machine 109 depending on the operational state of the stages 105a,
105B. For example, the controller 117 may be configured to activate
the electric machine 109 when the engine 103 reaches an operational
speed N3, which correlates to the activation of the second stage
105B of a turbocharger system 105. In a similar manner, the
controller 117 may be configured to deactivate the electric machine
109 when the engine 103 reaches an operation speed N4, which
correlates to the deactivation of the first stage 105A of the
turbocharger system 105.
The preceding description is exemplary rather than limiting in
nature. Variations and modifications to the disclosed examples may
become apparent to those skilled in the art that do not necessarily
depart from the essence of this disclosure. Thus, the scope of
legal protection given to this disclosure can only be determined by
studying the following claims.
* * * * *